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  New Monaro in 2018 ?
Tsunamix - 2:10am, 13/01/16 - News/Updates

From News.com.au


IT’S a new Holden Monaro, but not as we know it!
This sleek coupe unveiled in Detroit overnight is set to become the successor to the Holden Monaro.
The concept car might be wearing Buick badges but the grille has been designed to accommodate the proud Holden symbol as the company looks to source 24 new imported models from around the world by 2020.

Sleek lines ... The Buick Avista has a twin turbo V6 engine. Picture: Supplied.Source:Supplied
While there is not a V8 under the bonnet, the next generation Holden Monaro will have a twin turbo V6 with just as much grunt as a V8. For the tech heads: that’s 300kW of power.
Most importantly for performance-car fans, however, the sporty coupe is rear-wheel-drive — just like every Holden Monaro since 1968.
Holden is yet to officially confirm the arrival of the two-door Buick — or if it will wear the iconic Monaro badge — but News Corp Australia understands the coupe will arrive in local showrooms in 2018 to challenge the Ford Mustang, which has become an instant sellout success.
Behind the wheel ... Get into gear in the new Buick Avista. Picture: Supplied.
Behind the wheel ... Get into gear in the new Buick Avista. Picture: Supplied.Source:Supplied
The Buick-sourced coupe will at least be some consolation after General Motors executives confirmed last year there would not be a V8 version of the next generation Holden Commodore, likely to come from Opel in Germany once the Holden factory in Elizabeth closes in 2017.
The Holden Commodore of the future is expected to be powered by a choice of four-cylinder or V6 power, and front-drive or all-wheel-drive only, which is perhaps why enthusiasts are rushing Holden showrooms to get the last of the V8 model.
Although Commodore sales were their second lowest on record last year, more than one-third built was a V8, the highest proportion in the nameplate’s 38-year history.
Luxury ... The cockpit of the Buick Avista is designed to be comfortable and stylish. Picture: Supplied.
Luxury ... The cockpit of the Buick Avista is designed to be comfortable and stylish. Picture: Supplied.Source:Supplied
Holden sold the Monaro from 1968 to 1977 based on the Kingswood, and then from 2001 to 2006 based on the Commodore.
Holden secretly designed a two-door version of the latest Commodore but it was scrapped having never seen the light of day after General Motors went bankrupt in the 2008-2009 Global Financial Crisis.
58 comments




  Vf hsv gts-r ???
immortality - 9:36am, 15/12/15 - News/Updates

2016 HSV GTS-R trademark registered


Quote:
The HSV GTS-R nameplate could be making a comeback in the guise of a Gen-F2 HSV if a recent trademark registration is anything to go by, marking 20 years since the original HSV VS GTS/R.

The trademark registration, which was registered on December 2, 2015, covers both vehicles and merchandise. It was during 1996 that HSV last used the GTS-R moniker with the VS GTS/R. Limited to just 85 units, the GTS/R was built to closely resemble the Holden Racing Team V8 Supercars race vehicles circling Mount Panorama.

Priced from AU$75,000, GTS/R owners were flown to Melbourne to inspect the build of their vehicle and were also awarded a personalised apparel pack. They also only had one colour choice — Yellah — a bright burnt yellow that is now synonymous with this road-going race car.

The original GTS/R was also the first production HSV to feature external carbon fibre decals on the wheels and side skirts.

Only 15 per cent of the 85 vehicles produced were further Blueprinted to increase power output from 215kW to 226kW of power from its 5.7-litre naturally aspirated V8.

Blueprinted versions fetched an extra AU$11,000 when new. One example — build number 002 — sold for almost $200,000 in 2008, while another higher mileage example is currently for sale with an asking price of almost AU$100,000.

While there are rumours circulating that the 2016 HSV GTS-R will use an LS9 engine and bespoke components, it's unlikely to be go beyond the current LSA configuration. The cost of engineering a bespoke engine and components would far outweigh the return on investment.

In 2013 when the HSV Gen-F GTS first launched, HSV engineers spoke of the troubles getting the LSA project over the line and the challenges in cooling the engine and its components sufficiently. They also said that returning an investment on the LSA project required three years of production, plus the latest spread across most of the HSV range.

HSV engineering manager Graeme Dusting told CarAdvice that the total HSV Gen-F project was “definitely the most expensive [program] in HSV’s history” he also claimed that “the business case is on fairly conservative volumes, across three years…”

To get the supercharged V8 project approved, Dusting claimed there were “an unbelievable amount of hoops to jump through” but HSV formulated a firm case to build the car and Holden engineering and manufacturing ultimately gave the project the green light.

“Holden engineering didn’t think we’d keep it [the supercharged V8] cool enough because they had trouble with Camaro during development. And the Adelaide plant didn’t want to build it,” he said.

If we were to make a prediction, the GTS-R project could comfortably see the 6.2-litre supercharged V8 in the current Gen-F2 GTS take a 10 per cent power hike from 430kW and 740Nm to around 475kW and 800Nm.

In 1996, the VS GTS/R fetched an extra 15 per cent over the regular GTS, which could mean that the Gen-F2 GTS-R will carry a price tag of around $120,000 and a limited run to retain exclusivity.

The fact that HSV's trademark covers merchandise and apparel suggests that it could follow suit with the historical GTS/R by offering owners an exclusive apparel and merchandise pack to go with their purchase.



Given that Holden will cease manufacturing in Australia by late 2017, an announcement for GTS-R would logically be placed during 2016 to give the limited range a decent run.

CarAdvice contacted HSV for comment, but they declined to comment on future products.

9 comments




  Holden Commodore Engine Mount Replacement
Darren - 9:56am, 12/12/15 - News/Updates

Many Commodores are now reaching an age where their engine mounts are beginning to crack and fail due to the high torque they have been placed under throughout their lifetime. Signs of a worn engine mount could include engine vibrations, misalignment, engine damage, broken belts and hoses or excessive noise.



Most modern Commodores are equipped with hydraulic engine mounts, which feature a fluid chamber designed to dampen noise and vibration into the cars cabin. Although these mounts do offer comfort they are certainly more prone to failing under the heavy loads placed on them.

There are many options available to replace these mounts, though often aftermarket upgrades can be costly and overkill for street use resulting in an uncomfortable ride. These Transgold engine mounts are an affordable solution and a direct OEM replacement to help counter any excessive movement that could be occurring under your hood.




You can pick up the Transgold mounds for around $55 from Supercheap Auto stores or online [URL="http://clixtrac.com/goto/?211411"]HERE to suit the LS1 fitted in the VT-VZ commodore range, V6 VE Commodore and many more.
0 comments




  Welcome to TEKNO Performance Sydney
Darren - 10:47pm, 12/09/15 - News/Updates



After many years of operation from its Staplyton headquarters, TEKNO Performance has now opened its doors in Sydney's performance capital Eastern Creek. Specialising in upgrades for late model Holden/HSV, Ford/FPV and European cars TEKNO offer fans the unique experience of having their car enhanced in a professional racing environment and becoming a part of the TEKNO team.





Enhancements are available in the form of individual products to complete power packs, ranging anywhere from OTR intakes and exhausts all the way to HARROP supercharger systems and custom cam packages to suit your requirements.



www.youtube.com/watch?v=8erf7ZrNLNI

For bookings and enquiries Contact:
Phone:#(07) 3807 6604
Fax:#(07) 3807 2241
Email:#[EMAIL="[email protected]"][email protected][/EMAIL]

TEKNO Performance Web Site
[URL="www.facebook.com/TeknoPerformance"]TEKNO Performance Facebook
0 comments




  New V6 is a Stunner - V6TT SS anyone?
PIR4TE - 12:31pm, 22/03/15 - News/Updates

Cadillac Next-Gen V-6 Engines Led by 3.0L Twin Turbo
Segment-leading power, efficiency in world's most advanced six-cylinder
[URL="http://media.gm.com/media/us/en/cadillac/news.detail.html/content/Pages/news/us/en/2015/mar/0320-cadillac/0320-cadillac-twin-turbo.htm"]General Motors

2015-03-20

DETROIT - Cadillac today announced a new generation of V-6 engines, led by an exclusive Twin Turbo V-6 that will be one of the industry’s most advanced six-cylinder gasoline engines. It leverages the latest technology to balance efficiency, performance and refinement in the upcoming, top-of-the-range CT6 luxury performance sedan.

The all-new Cadillac 3.0L Twin Turbo is designed to achieve new thresholds of refinement and specific output for the brand’s new prestige luxury sedan, which makes its world premiere March 31, at the New York International Auto Show. Production begins late this year at General Motors’ Detroit-Hamtramck Assembly Plant.

Peak output is estimated at 400 horsepower (298 kW) and 400 lb-ft of torque (543 Nm), making it one of the most power-dense V-6 DOHC engines in the world, developing 133 horsepower (99 kW) per liter.

The 3.0L Twin Turbo is the only six-cylinder engine to combine turbocharging with cylinder deactivation and stop/start technologies to conserve fuel. Cadillac expects the combination to enhance fuel economy by up to an estimated 6 percent. Cylinder deactivation temporarily deactivates two of the cylinders in light-load driving conditions to enhance efficiency and seamlessly reactivates them when the driver demands full power.

With the stop/start system, the 3.0L Twin Turbo is shut down in certain driving conditions such as stop-and-go city driving to reduce fuel consumption, automatically restarting when the driver takes his or her foot off the brake pedal.

“Cadillac’s elevation on the world stage is driven in great part by its advanced powertrain technology and the all-new 3.0L Twin Turbo powers past the traditional segment leaders with higher degrees of the performance and refinement their reputations were built on,” said Rich Bartlett, assistant chief engineer.

The highly-acclaimed Hydra-Matic 8L90 eight-speed automatic transmission transfers the 3.0L Twin Turbo’s power to the CT6.

Similar to the turbo system in the track-capable Cadillac ATS-V, the new 3.0L Twin Turbo features turbochargers with lightweight, low-inertia titanium-aluminide turbine wheels and an efficient, patented low-volume charge-air cooler, which contribute to optimal boost production and more immediate power delivery.

The advanced, low-inertia turbochargers enable the engine to sustain peak torque from 2,500 rpm to 5,000 rpm, giving it a broad torque curve that is conveyed to the driver through a feeling of responsive, sustained power across the entire rpm band.

“Torque is the pulling power of an engine and the new 3.0L Twin Turbo delivers it with confidence-inspiring smoothness and progression,” said Bartlett. “In fact, the potency of the torque across the rpm band is matched only by the satisfaction of the horsepower created as those revs climb quickly to 6,500 rpm.”

The 3.0L Twin Turbo’s estimated 400 horsepower and 133 hp per liter is 27 percent greater than the BMW 740Li’s 3.0L twin-turbo V-6 (315 hp and 105 hp/L) and 29 percent more than the Audi A7’s 3.0L supercharged V-6 (310 hp and 103 hp/L).

All-new architecture

Cadillac’s new 3.0L Twin Turbo is part of a new generation of technologically advanced V-6 engines, which includes a new version of the award-winning 3.6L naturally aspirated engine employed for years across the brand’s model range. Each features all-new structural and combustion elements designed to complement higher performance and greater efficiency with exceptional quietness and smoothness.

The 3.0L Twin Turbo is up to 5 dB quieter than the Audi 3.0L TFSI engine, while the 3.6L is up to 4 dB quieter than the Infiniti 3.7L V-6.

Features shared by the 3.0L Twin Turbo and 3.6L include:


    [*]Stronger, stiffer aluminum block with increased structure in the bulkheads for superior rigidity
    [*]Tough, refined rotating assembly with a stiff forged-steel crankshaft, friction-reducing polymer-coated pistons and strong high-copper-content, sinter-forged connecting rods
    [*]New four-cam phasing system with intermediate park technology that enhances efficiency by enabling late inlet valve closing in certain conditions
    [*]All-new, patented “targeted” cooling system that provides strategic cooling of the engine’s hottest areas while simultaneously fostering faster warm-up, which enhances efficiency
    [*]New cylinder heads that enhance combustion performance and include direct injection and feature integrated exhaust manifolds
    [*]Revised, simplified timing drive system with cushioned chain sprockets contributing to quieter engine operation
    [*]All-new oiling system moves the pump inside the block for quieter operation. The two-stage oil pump also enhances efficiency.


“This new architecture leverages the best of Cadillac’s proven, awarded V-6 engine technology and takes it farther with a finer focus on refinement and durability to match its benchmark output and efficiency,” said Bartlett.

A more complete look at the architecture, features and attributes of the new V-6 family is available in the 3.6L release.

Unique foundation

While the 3.0L Twin Turbo is based on the same, all-new architecture as the naturally aspirated 3.6L V-6, it incorporates specific components and features to support the load and cylinder pressure characteristics unique to a forced-induction engine.

Its 86mm bore specification is about 10 percent smaller than the 3.6L, while both engines share an 85.8mm stroke. The smaller bore reduces the size and consequentially the weight of the pistons in the 3.0L Twin Turbo, making the most of the rotating assembly’s geometry to match the quicker rev capability enabled by the low-inertia turbochargers’ quick spool-up.

“With nearly zero turbo lag and a commensurately low-inertia rotating assembly, this engine climbs the rpm ladder and produces power on demand,” said Bartlett. “Its performance is more than just the maximum output – it’s how it is delivered and the new 3.0L Twin Turbo delivers it with smoothness and precision.”

The smaller bores also allow larger water jackets between the cylinders, which helps maintain optimal combustion temperatures across the rpm band and during sustained high-load, max-boost performance.

Additional features unique to the 3.0L Twin Turbo include:


    [*]Lower 9.8:1 compression ratio vs. 11.5:1 on the naturally aspirated 3.6L
    [*]Extreme duty 44MnSiV6 steel crankshaft forging
    [*]The pistons incorporate a specific steel insert in the top ring land to support the turbocharged engine’s higher cylinder pressures
    [*]Large, 36mm intake valves and 29mm sodium-filled exhaust valves enable the engine to process tremendous airflow
    [*]The valves are held at 19 degrees on the intake side and 16 degrees on the exhaust side vs. the 3.6L’s 18 degrees for the intake and 15 degrees for the exhaust
    [*]Valve spring pre-load tension is increased to manage the greater exhaust pressure during peak load performance
    [*]Hardened AR20 valve seat material on the exhaust side is used for its temperature robustness, while the heads are sealed to the block with multilayer-steel gaskets designed for the pressure of the turbocharging system
    [*]Tuned air inlet and outlet resonators, aluminum cam covers and other features contribute to exceptional quietness and smoothness.
    [*]Low-inertia turbochargers and vacuum-actuated wastegates


The twin, low-inertia turbochargers’ featherweight titanium-aluminide turbines are used with vacuum-actuated wastegate control for precise, responsive torque production. The titanium-aluminide turbines reduce rotating inertial load by more than 50 percent, compared with conventional Inconel turbine wheels. That means less exhaust energy – which spins the turbines – is wasted in stored inertial loads.

In practical terms, that means the relatively small size of the turbochargers and their lightweight turbines foster more immediate “spooling,” which practically eliminates lag, for an immediate feeling of power delivery. They produce up to 18 pounds of boost (125 kPa).

A single, centrally located throttle body atop the engine controls the air charge from both turbochargers after the temperature is reduced in the intercooler. This efficient design also contributes to more immediate torque response, while reducing complexity by eliminating the need for a pair of throttle bodies.

Unique vacuum-actuated wastegates – one per turbocharger – are used with the Twin Turbo for better management of the engine’s boost pressure and subsequent torque response for smoother, more consistent performance. They are independently controlled on each engine bank to balance the compressors’ output to achieve more precise boost pressure response.

The wastegates also work in concert with vacuum-actuated recirculation valves to eliminate co-surge from the turbos – a condition that can result in dynamic flow reversal, such as the moment immediately after the throttle closes. This overall system integration contributes to the engine’s smoother, more consistent feeling of performance.

Patented low-volume charge-air cooling

Cadillac’s patented, manifold-integrated water-to-air charge cooling system also contributes to more immediate torque response, because the compressors blow through very short pipes up to the intercooler.

With no circuitous heat-exchanger tubing, there is essentially no lag with the response of the turbochargers. Airflow routing volume is reduced by 60 percent when compared with a conventional design that features a remotely mounted heat exchanger.

“It is a very short path from the compressors to the intake ports,” said Bartlett. “The compressors draw their air directly from the inlet box and send their pressurized air through the intercooler immediately for a tremendous feeling of power on demand.”

The charge-cooling heat exchangers lower the air charge temperature by more than 200 degrees F (94 C), packing the combustion chambers with cooler, denser air for greater power. Also, the air cooler system achieves more than 80 percent cooling efficiency with only about 1 psi (7 kPa) flow restriction at peak power, which contributes to fast torque production.

Manufacturing

Both of Cadillac’s new V-6 engines will be produced at GM’s Romulus Powertrain Operations assembly facility, near Detroit, which received a $540-million investment to build the next-generation V-6 engines.

———————————
And then of course there is this the all-motor 3.6....
———————————

All-New, Advanced 3.6L V-6 to Drive Cadillac CT6
Next-gen engine sets efficiency, refinement and durability benchmarks
[URL="http://media.cadillac.com/media/us/en/cadillac/news.detail.html/content/Pages/news/us/en/2015/mar/0320-cadillac/0320-cadillac-36l.html"]General Motors

2015-03-20


[URL="http://i.imgur.com/3J8NWPj.jpg"]Advanced 3.6L V-6

DETROIT – An all-new 3.6L V-6 engine debuts in the 2016 Cadillac CT6, setting benchmarks for efficiency, refinement and durability in the brand’s range-topping large luxury performance sedan.

The clean-sheet engine design is the fourth generation of GM’s acclaimed DOHC V-6 engine family and incorporates new features, including Active Fuel Management (cylinder deactivation) and stop/start technology to enhance fuel economy up to a General Motors’-estimated 9 percent when compared to the previous engine.

Noise-reducing features, including an all-new cam drive system, contribute to the new 3.6L being up to 4 dB quieter at idle and under low load driving conditions than the benchmark Infiniti 3.7L V-6.

It also advances performance and fuel economy-optimizing technologies introduced on previous generations, including direct injection and continuously variable valve timing. Output is SAE certified at 335 horsepower (250 kW) and 284 lb-ft of torque (385 Nm).

“This new 3.6L V-6 raises the bar for all naturally aspirated V-6 engines in the industry and perfectly augments the CT6’s new standard for sophistication,” said Ameer Haider, assistant chief engineer for V-6 engines. “It builds on the established strengths of previous Cadillac engines, pushing the technologies to new heights and introducing new ones that take performance, refinement and efficiency to benchmark levels.”

GM’s Active Fuel Management system temporarily deactivates two of the 3.6L’s cylinders in light-load driving conditions to enhance fuel efficiency and seamlessly reactivates them when the driver demands full power.

With an efficiency-enhancing stop/start system, the engine is shut down in certain driving conditions such as stop-and-go city driving to reduce fuel consumption, automatically restarting when the driver takes his or her foot off the brake pedal.

Additional engine highlights include:


    [*]Stronger, stiffer aluminum block with increased structure in the bulkheads for superior rigidity
    [*]Tough, refined rotating assembly with a stiff forged-steel crankshaft, friction-reducing polymer-coated pistons and strong high-copper-content, sinter-forged connecting rods
    [*]New four-cam phasing system with intermediate park technology that enhances efficiency by enabling late inlet valve closing in certain conditions
    [*]All-new, patented “targeted” cooling system that provides strategic cooling of the engine’s hottest areas while simultaneously fostering faster warm-up to enhance efficiency
    [*]New, higher-flow cylinder heads that enhance direct injection performance and feature integrated exhaust manifolds
    [*]Revised, simplified timing drive system with cushioned chain sprockets contributing to quieter engine operation
    [*]All-new lubrication system with a variable-displacement, two-stage oil pump that enhances efficiency. It is located inside the oil pan, which contributes to greater noise abatement


“The new 3.6L is designed to deliver peak performance, efficiency and refinement with maximum durability – and minimal maintenance,” said Haider. “Those attributes put it at the forefront of naturally aspirated V-6 engine offered in any luxury car around the world.”

An all-new Hydra-Matic 8L45 paddle-shift eight-speed automatic transmission is paired with the new 3.6L V-6 in the CT6, elevating the CT6’s driving experience with one of the luxury market’s smoothest, quietest and most efficient powertrain combinations.

In addition to the CT6, the 2016 Cadillac ATS and CTS will offer the all-new 3.6L, where they are expected to lead their respective segments in fuel economy and non-boosted V-6 power. Also, a new 3.0L twin-turbocharged engine based on the same architecture will be offered on the CT6.

Stronger, quieter foundation

Structurally, the all-new 3.6L V-6 is similar to the proven, award-winning design of the previous V-6 engines, including an aluminum, deep-skirt cylinder block.

The optimal 60-degree cylinder angle is retained, with the bore size enlarged from 94mm to 95mm and the bore centers stretched from 103mm to 106mm. The cylinder block features six-bolt main bearing caps and inter-bay breather vents that enhance power and oil flow management.

A larger crankshaft bore diameter and wider bearing cap bulkheads in the block provide higher main bearing load-carrying capability. The block also accommodates larger, 12mm cylinder head bolts to provide greater clamping strength for the engine’s higher output.

The crankshaft is forged from 1538MV steel and inherently stiffer than a conventional cast-iron crankshaft, contributing significantly to the engine’s smoothness, quietness and durability.

Attached to the crankshaft are high-strength connecting rods and pistons. The rods are sinter-forged and composed of a high-copper alloy that stands up to high heat and resists bending, while the polymer-coated hypereutectic pistons are designed to minimize friction, allowing for a tighter piston-to-bore clearance that results in quieter operation.

The new 3.6L V-6 also incorporates oil-spray piston cooling, which helps reduce noise, lower combustion temperatures and enhance durability by drenching the underside of each piston and the surrounding cylinder wall in an extra layer of cooling, friction-reducing engine oil.

Continuously variable valve timing with intermediate park feature

Camshaft phasing allows the greatest variances in valve timing to make the most of power and efficiency. The new 3.6L V-6 engine takes that technology to the next level with intermediate park technology for the intake camshaft phasers.

Because optimal part-load efficiency requires retarding the intake cams to reduce pumping losses, the effect also reduces the effective compression ratio, which affects the engine’s cold-start performance. Conventional cam phasing system authority is limited by how far the intake cams can be retarded in the parked position without affecting cold starting.

Intermediate park technology, which incorporates an intermediate-lock intake variable valve timing cam phaser, allows the cams to be parked at the most favorable position for cold starting, while expanding the amount of intake cam retard for other conditions by adding another 20 degrees of intake phaser authority. This enhances fuel efficiency and reduces emissions.

Targeted cooling system

Unlike conventional systems, which force coolant flow from the front of the block to the back, the new 3.6L’s patented targeted cooling system sends coolant simultaneously to each water jacket in the heads and block.

This new, parallel-flow design maximizes heat extraction in the area of the upper deck, intake and exhaust valve bridges in the heads and integrated exhaust manifold with a minimal amount of coolant. The result is more even and consistent cooling, which enhances performance, and faster engine warmup, which improves cold-start efficiency and reduces emissions.

Additionally, the strategic sizing of the coolant jackets in the head and the block reduces the cooling system thermal inertia, allowing the use of a smaller water pump, which requires about 50 percent less power to drive, enhancing fuel efficiency and even allowing a lower overall height of the cylinder block.

New cylinder head design

An all-new cylinder head design builds on the airflow attributes of the current V-6, supporting a broader power band that ensures excellent low-rpm torque, for strong power at take-off, and excellent airflow at high-rpm, for greater horsepower.

Engineers achieved that through increased in-cylinder mixture motion, a faster burn rate of the air-fuel mixture and attributes that took full advantage of the new intermediate park cam phasing system.

Highlights include:


    [*]The intake valves are 6 percent larger, resulting in a 5-percent increase in flow capacity and a significant 25 percent increase in in-cylinder mixture motion
    [*]The exhaust valves are also 6 percent larger, for a 10-percent increase in flow capacity
    [*]The injector angle was increased from 22 degrees to 24 degrees, which helps reduce emissions and oil dilution
    [*]The adoption of a smaller, 12mm spark plug (vs. the previous 14mm plug) allows it to be more centrally located in the cylinder for improved flame propagation and greater light-load efficiency
    [*]A combustion chamber design to promote in-cylinder mixture motion, achieve a faster burn rate and increase dilution tolerance to take full advantage of the intermediate park cam phasing system
    [*]The new head design also has improved combustion chamber cooling enabled by the patented targeted cooling system, which reduces the chance for knock and enhance high-load efficiency.


An integrated exhaust manifold rounds out the head’s features, saving weight over a conventional, separate head/manifold assembly.

Direct injection and Active Fuel Management

The all-new 3.6L V-6 continues to employ direct fuel injection to make the most of efficiency and performance. Along with the placement of the fuel injector in the combustion chamber, the piston top is carefully shaped to promote a through mix of the air and fuel, and direct the fuel spray to ensure a more complete combustion.

A higher-capacity engine-driven fuel pump supports the higher output of the new engine and contributes better fuel atomization, which enhances performance, and reduced emissions.

Active Fuel Management, also known as cylinder deactivation, imperceptibly shuts down the No. 2 and No. 5 cylinders in certain light-load driving conditions to save fuel.

Refinement and durability

A number of new and enhanced features are designed to make the all-new 3.6L V-6 one of the industry’s quietest, smoothest and most durable engines:



    [*]Oiling system – It’s all-new and features a dual-pressure-control and variable-displacement vane pump that enhances efficiency by optimizing oil pressure as a function of engine speed. The oil pump is relocated beneath the cylinder block, inside the oil pan, contributing to the engine’s smoother, quieter operation
    [*]Two-piece structural oil pan – For stiffness and strength, the oil pan features an aluminum structural upper section. A stamped steel lower section provides optimal noise-absorption characteristics, for quieter performance.
    [*]Two-stage PCV system – This revolutionary system maintains low oil consumption. If features a pre-separator between the block and the engine’s rear cover and a high-efficiency separator in the center of the block’s “V.”
    [*]Camshaft drive – It is all-new, with a simpler design – two chains and six sprockets vs. the previous three chains and nine sprockets – with lower chain loads, which enhances durability. The lower tension of the chain drive, along with cushioned ring sprockets, also reduces noise and vibration.
    [*]High-flow intake manifold and acoustic cover – The lightweight composite intake manifold offers greater airflow capability than the current 3.6L engine, which matches with the higher-flow heads to support the new engine’s greater output. A one piece engine cover mounts atop the manifold for exceptional noise isolation.


Manufacturing

The new Cadillac 3.6L V-6 engine will be produced, along with the new 3.0L Twin Turbo engine, at GM’s Romulus Powertrain Operations assembly facility, near Detroit, which received a $540-million investment to build the next-generation V-6 engines.
16 comments




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